LECTURE 2: SHI P STRUCTURAL

COMPONENTS
Eng. 6002
Ship Structures 1
6.3 Ship Structure
Longitudinal Structural Components
Starting from the keel to the deck:
Keel
- Large center-plane girder
- Runs longitudinally along the bottom of the ship
Longitudinals
- Girders running parallel to the keel along the bottom
- It provides longitudinal strength
Longitudinal Structural Components (contd)
Deck Girder
- Longitudinal member of the deck frame (deck longitudinal)
Stringer
- Girders running along the sides of the ship
- Typically smaller than a longitudinal
- Provides longitudinal strength
.Primary role of longitudinal members :
Resist the longitudinal bending stress due to sagging and hogging
Transverse Structural Components
Floor
- Deep frame running from the keel to the turn of the bilge
Frame
- A transverse member running from keel to deck
- Resists hydrostatic pressure, waves, impact, etc.
- Frames may be attached to the floors (Frame would be the
part above the floor)
Starting from the keel to the deck:
Deck Beams
- Transverse member of the deck frame
Primary roleof transverse members : to resist the hydrostatic loads
Plating
- Thin pieces closing in the top, bottom and side of structure
- Contributes significantly to longitudinal hull strength
- Resists the hydrostatic pressure load (or side impact)
LONGITUDINAL
MEMBERS
TRANSVERSE
MEMBERS
FLOOR
LONGITUDINAL
STRINGERS
DECK
GIRDERS
PLATING
KEEL
The ships strength can be increased by:
- Adding more members
- increasing the size & thickness of plating and structural pieces
All this will increase cost, reduce space utilization, and
allow less mission equipment to be added
Optimization
Longitudinal Framing System
Transverse Framing System
Combination of Framing System
Longitudinal Framing System
A typical wave length in the ocean is 300 ft. Ships of this length
or greater are likely to experience considerable longitudinal
bending stress
Ship that are longer than 300ft (long ship) tend to have a
greater number of longitudinal members than transverse
members
Longitudinal Framing System:
- Longitudinals spaced frequently but shallower
- Frames are spaced widely
Primary roleof longitudinal members : to resist the
longitudinal bending stress due to sagging and hogging
Transverse Framing System
Ships shorter than 300ft and submersibles
Transverse Framing System:
- Longitudinals are spaced widely but deep.
- Frames are spaced closely and continuously
Transverse members: frame, floor, deck beam, platings
Primary roleof transverse members : to resist the hydrostatic loads
Combined Framing System
Combination of longitudinal and transverse framing system
Typical combination :
- Longitudinals and stringers with shallow frame
- Deep frame every 3
rd
or 4
th
frame
Optimization of the structural arrangement for the expected
loading to minimize the cost
Double Bottoms
Resists:
- Upward pressure
- bending stresses
- bottom damage by grounding and underwater shock
The double bottom provides a space for storing:
- fuel oil
- ballast water & fresh water
Smooth inner bottom which make it easier to arrange cargo &
equipment and clean the cargo hold
Two watertight bottoms with a void space
Watertight Bulkheads
Primary role
- Stiffening the ship
- Reducing the effect of damage
The careful positioning the bulkheads allows the ship to fulfill
the damage stability criteria
The bulkheads are often stiffened by steel members in the
vertical and horizontal directions
Large bulkhead which splits the the hull into separate sections
Eng. 6002 Ship Structures 1
Hull Girder Response Analysis
LECTURE 3: LOAD, SHEAR FORCE, BENDI NG
MOMENT
Overview
For the purpose of analysis, the primary level of response of
a ship is modelled as a hollow, thin-wall box beam known
as the hull girder
Can use simple beam theory, where:
Longitudinal position, loads and deflections have a single value at
any cross section
The hull girder remains elastic with small deflections, and the strain
due to bending varies linearly over the cross section (about a neutral
axis)
Static equilibrium applies
Horizontal and vertical bending of hull girder may be superimposed
Load, Shear and Bending
Overall static equilibrium
requires that the total
buoyancy force equals the
weight of the ship, and
l.c.b coincides with l.c.g
nt displaceme
on accelerati nal gravitatio
seawater of density
on distributi mass ) (
area sectional - cross immersed ) (
: where
) ( ) (
0 0
= A
=
=
=
=
A = =
} }
g
x m
x a
g dx x m g dx x a g
L L

Load, Shear and Bending

Similarly, moment
equilibrium requires that:
l.c.g origin to from distance
: where
) ( ) (
0 0
=
A = =
} }
G
G
L L
l
l g xdx x m g dx x x a g
Distribution of Weights
The weight will not equal the
buoyancy at each location along the
ship.
The weights are a combination of
lightship and cargo weights (more or
less fixed).
The buoyancy forces are determined
by the shape of the hull and the
position of the vessel in the water
(draft and trim).
The net buoyancy will adjust itself
until it exactly counteracts the net
weight force.
Local segments of the vessel may
have more or less weight than the
local buoyancy. The difference will be
made up by a transfer of shear forces
along the vessel.
Beam Theory
The governing equation
for the bending moment,
M(x), is:
beam on the loading the is ) ( where
) (
2
2
x f
x f
dx
M d
=
For a ship f(x) is a net distributed force, given
by the resultant of the weight and buoyancy
forces : f(x) = b(x) w(x)
Figure 3.1 (a-d), Hughes
Beam Theory Cont.
To solve for M(x) we first
need the transverse shear
force, Q(x).
Summing the moments
about a differential
element gives:
}
=
x
dx x f x Q
0
) ( ) (
}
=
x
dx x Q x M
0
) ( ) (
Sign Conventions
Positive shear causes clockwise rotation of an element
Positive bending moment corresponds to concave upwards, or
sagging
Negative bending moment corresponds to concave
downwards, or hogging
Shear Force and Bending Moment Curves
Shear Force and Bending Moment Curves
Features;
Zero load corresponds to max (or min) shear force
In general the shear force is zero near amidships and has
peaks near quarter points
Shear Force and Bending Moment Curves
Features;
Zero shear corresponds to max (or min) bending moment
In general the bending moment will be maximum near
amidships
Still Water vs Wave Loading
There are two buoyancy forces to consider:
Still water: static quantity that is a function of hull shape.
Wave: dynamic and probabilistic.
The buoyancy distribution in waves is calculated
separately and superimposed on the still water
buoyancy force
Still Water vs Wave Loading cont.
The still water buoyancy distribution is determined
from the static and moment equilibrium equations
(described previously in this lecture)
So we need to know the mass distribution m(x) (or at
least the displacement and location of l.c.g)
Bonjean Curves
The local buoyancy per metre can be determined
from the cross-sectional area of the hull at discrete
locations
The cross-sectional area depends on the local draft
and is found using bonjean curves
Bonjean Curves cont.
Bonjean Curves cont.
There is one bonjean curve for each station. There
are 21 stations from FP to AP, so we can divide the
LBP into 20 segments
Bonjean Curves cont.
At each station a curve of
the cross-sectional area is
drawn
Bonjean curves are shown
on the profile of the vessel
and we use them to
determine the buoyancy
distribution at an
waterline
Bonjean Curves cont.
The total displacement at
a given draft/trim is found
by summing the
contribution of each
segment
The buoyant line load
(used for calculating the
buoyant force at each
station) is then given by
i
( ) ] m [
20
3
20
0

=
)
`

= V
i
i i
LBP
T a
g
i i
V = A
Assignment #1
For the three station profiles shown below, draw the
bonjean curves
Next Class
Estimation of weight distribution
Calculation of still water bending moment